Tandem fricton spring draft-rigging for railway-cars.



PATBNTED MAR. 15, 1904.

P. N. MOORE. l TANDEM FRICTIQN SPRING DRAFT RIGGING IOR RAILWAY CARS.

APPLICATION FILED-NOV. 5, 1903.

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PATENTED MAR. 15,1904. l

, P. N. MOORE.

TANDEM FRIGTION SPRING DRAFT RIGIGING IOR RAILWAY CARS.

APPLICATION FILED NOV. 5, 1903.

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UNITED STATES Patented March 15, 1904.

PATENT OFFICE.

PETERN. MOORE, MILWAUKEE, WISCONSIN, ASSIGNOR TO JOHN J. HENNESSEY, OFMILWAUKEE, WISCONSIN, AND WILLIAM H. MINER,

OF CHICAGO, ILLINOIS.

TANDEM FRICTION SPRING DRAFT-HIGGINS FOR RAILWAY-CARS. l

SPECIFICATION forming part of Letters Patent No. 754,676, .ilated. March15, 1904. Application led November 1903. Serial No. 179,900. (No model.)

To all 'wh/0m it 711/14/ concern:

Be it known that I, PETER N.- MOORE, a citizen of the United States,residing in Milwaukee, in the county of Milwaukee and State ofWisconsin, have invented a new and useful Improvement in Tandem FrictionSpring Draft- Rigging for Railway-Cars, of which the following is aspecification.

My invention relates to tandem friction spring draft-rigging forrailway-cars.

The object of my invention is to provide a tandem friction springdraftrigging of a strong, simple, and durable construction composed offew parts of simple form and capable of l being cheaply manufactured andof being easily and conveniently applied to and 'removed from the car',in which the spring and frictional devices are all directly behind thedraw-bar and in the line of draft and which mayv be relied upon tooperate with certainty, uniformity, and efficiency in properlycushioning both light and heavy strains, blows, or shocks, both inpulling and bufng; in which the spring and all the frictional devicesand operating parts are self-contained in a sliding friction shell orcase, and none of which are iixedly secured or attached to thestationary frame or stop-castings of the car, and in which the customaryfollowers may be employed for primarily operating both the spring andthe frictional devices, and in which the cushion of the springitself-isdirectly utilized for primarily cushioning all strains or blows, lightor heavy and pulling or bufling.

My invention consists in the means I em ploy to practically accomplishthis object or result-that is to say, it consists" in connection with apair of side plates or stop-castings secured to the draft-timbers orcenter sills of a car, a draw-bar and draw-bar yoke, strap, orextension, a single longitudinally-arranged spring, and a single pair offollowers, of a tandem frictional resistance mechanism comprising asliding friction shell or case having an interior friction-surface ateach end thereof and two tandem-arranged cooperating friction-blocks orsets of friction-blocks inside said case or shell and having each an eX-terior friction-surface in sliding frictional engagement with theinterior friction-surface of the case or shell and a plurality of wedgesor inclined faces for causing the sliding frictionblocks t'ofrictionally grip or forcibly press against the friction shell or case.The sliding friction-blocks at` each end of the sliding friction-shellare preferably siX in number and each triangular in cross-section. Eachsliding friction-block is preferably provided with an inclined orwedging face at each end thereof. There are preferably fouroperatingwedges employed, each having an inclined or wedge face for eachof the sliding frictionblocks which it engages and operates.

My invention further consists in the novel construction of parts, anddevices and in the novel combinations of parts and devices here-"- inshown or described.

In the accompanying drawings, forming a part of this specification,Figure 1 is a central vertical section of a tandem friction springdraft-rigging or` draft-gear embodying my invention. Fig. 2 is ahorizontal section. Fig. 3 is a cross-section on line 3 3 of Fig. 2.Fig. 4 is a cross-section on linelff of Fig. 5. Fig. 5 is a detailperspective View "of one of the sliding lfriction-blocks..

In the drawings, A represents the draftsills of a car, andY A the frontor cross sill, these parts being represented of an ordinaryV steel-frameconstruction.

C is the coupler, B the draw-ban, and B the draw-bar extension, the samebeing represented as in the form of a strap or yoke secured tothedraw-bar by bolts b.

D D are the side plates or stop-castings, the same having front and rearstops Z for the followers E E to abut against, and upper and lowerguides d and Z2 for the followers -to reciprocate in or between, theupper guide rectly behind the draw-bar and in the line of draft, therebeing also, preferably, a small spring zf nesting within it.

G is the sliding friction-shell or case, having interior friction-facesg g at each end thereof, the same being preferably hexagonal incross-section and having six interior friction-faces g at each endthereof. The sliding friction-shell G is provided with feet orprojections g' on each side to rest and slide upon the lower guide (Z2of the side plates or stopcastings D.

H H' are cooperating tandem-arranged sliding friction-blocks, havingeach an exterior friction-face /t in sliding frictional engagement withone ofthe interior friction-faces g of the sliding friction case orshell G. The friction-blocks of each tandem set H H are preferably sixin number, one for each of the hexagonal friction-faces g of the slidingfriction-shell G. Each of the sliding frictionblocks H H' is preferablyprovided with an operating wedging or inclined face K at each endthereof. The sliding friction-blocks H H' are caused to frictionallygrip or be forcibly pressed against the corresponding frictionfaces ofthe sliding friction-shell G by operating-wedges K K2 and K3 Ki, eachhaving a plurality of wedging or inclined faces f, one for each of thesliding friction-blocks H or H. The wedging faces or inclines if; on thewedges K2 and K4 are preferably steeper or at a greater angle than thoseon the wedges K K3 to cause the release, return, or expanding movementof the spring to be more free and certain. This increased angle of theoperating-faces of the wedges K2 K also causes a somewhat greaterfrictional grip or pressure to be exerted at the outer ends of thesliding friction-blocks H H than at their inner ends, and this tends toprevent the sliding frictionblocks H H from wearing or producing anyshoulder or unevenness on the friction-shell G at or near the inner endsof the friction-blocks H H from the back-and-forth movement or playthereof when the train is in motion. rlhe interior friction-surfaces gof the sliding friction-shell G are preferably formed on a slight taperin respect to the straight portion g3 of the interior of the shell G,the taper terminating near the inner end of the sliding friction-blocks,and this also causes the interior friction-surfaces of the shell G tocontinually wear smooth and to prevent the formation of shoulders at ornear the inner ends of the sliding friction-blocks H or H'.

One end of the longitudinal spring Fbears against the front follower Ethrough the interposed operating-wedges K2 and K and slidingfriction-blocks H, and the other end of the spring F bears against therear follower E through the interposed operatingwedges IC and K3 andtandem sliding frictionblocks H'.

The tandem friction-blocks H H' are held from central transverse outwardor radial movement by the surrounding friction shell or case G, and thefrictional resistance and wear is exerted by and confined to theparallel sliding frictional surfaces g and /L of the friction-shell andtandem friction-blocks, respectively, and as these frictional surfacesare inside the inclosing case or shell G the same are protectedfrom'grit, dirt, and sand and from variation and uncertainty of actionincident to the presence or absence of such interfering grit, and as inmy invention all the friction devices and inclines, wedges, or parts foroperating or exerting pressure upon the frictional devices are selfcontained and mounted in the sliding friction shell or case and are notsecured or attached to the stationary frame of the car or stop-castings,the friction devices and their operating wedges or parts alwaysautomatically maintain them- 'selves in proper cooperative relation oradjustment with each other, and there is no possibility of these partsbeing either improperly mounted on or secured to the car-frame orgetting out of proper operative relation or adjustment by any giving oryielding of any portion of the framework of the car under severe strainsor blows, as is the case where one or more of the friction devices arestationarily secured to the car-frame or stop-castings.

The operation is as follows: Under pulling strains the front follower isheld stationary by the front stops (Z on the stop-castings D, and thesliding friction-blocks H are also held from longitudinal movement withthe drawbar through thelinterposed operating-wedge K, whichabuts againstthefront follower, while the rear follower moves with the drawbar andcarries with it the rear tandem friction-blocks H' through theinterposed operating-wedge K3, and thus causing the tandemarrangedfriction-blocks H and H' to frictionally slide in respect to the slidingfrictionshell G, and thus adding frictional resistance at both ends ofthe shell G to the resistance of the spring, the frictional resistanceincreasing as the tension of the spring increases by its compression asthe friction-shell G surrounding and inclosing the friction-blocks H Hconfines the same from lateral or radial movement, while the frontblocks H are held from longitudinal movement by the front follower. Asthe tension or pressure of the spring is of course the same at both itsends, the frictional resistance is thus doubled by employing two sets offriction-blocks H H', one at each end of the shell G. In builing theoperation is the same, the rear follower and friction-block H being thenheld stationary, while the front follower and frictionblocks H move withthe draw-bar. As the interior friction-surface g of the slidingfriction-shell G is slightly tapering, as the friction-blocks H H slideinward in respect to IOO the shell the operating-wedges K K3 will fcompensatingly move outward in respect to 4 the friction-blocks H H',such outward movei tion with side plates or stop-castings, of a drawbar,a longitudinally-arranged spring and followers, of a slidingfriction-shell having interior friction-surfaces at each end-thereof, aplurality of sliding friction-blocks inside said shell at each endthereof and confined thereby from lateral or transverse movement, saidfriction-blocks having each a wedging or inclined acie at each endthereof, substantially as speci- 2. In a friction draft-rigging, thecombination with side plates or stop-castings, of a drawbar, alongitudinally-arranged spring and followers, a sliding friction-shellhaving interior friction-surfaces at each end thereof, a plurality ofsliding friction -blocks inside said Shell at each end thereof andconfined thereby from lateral or transverse movement, and having eachwedging or inclined faces at each end thereof, and two pairs ofoperating-wedges, one wedge being at each end of each set of sliingfriction-blocks, substantially as specie 3. In a friction draft-rigging,the combination with side plates or stop-castings, of a drawbar, alongitudinally-arranged spring and followers a hexagonal slidingfriction-shell having interior friction-faces at each end thereof, twotandem sets of sliding friction-blocks, triangular in cross-section,inside said shell and conned thereby from lateral or transversemovement, and operating-wedges, substantially as specified.

4. `In a friction draft-rigging, the combination with side plates orstop-castings, of a drawbar, a longitudinally-arranged spring andfollowers, a hexagonal sliding friction-shell having interior frictionfaces, sliding frictionblocks, each triangular in cross-section', insidesaid shell and conned thereby from lateral or transverse movement, andhaving each a wedging or inclined face, and an operatingwedge,substantially as specified.

5. In a friction draft-rigging, the combination with side plates orstop-castings, of a drawbar, a longitudinally-arranged spring andfollowers, a hexagonal sliding friction-shell having interiorfriction-faces, sliding frictionblocks each triangular in cross-sectioninside said lshell and confined thereby from lateral or transversemovement and having each a wedging or inclined face at each end thereofand operating-wedges, one at each end of said sliging friction-blocks,substantially as speci- PETER N. MooEE.

Witnesses:

H. M. MUNDAY, EDMUND Anooox.

